Ernest richard royston



R. 'ROYSTON.

NAVIGABLE VESSEL.

APPLICATION FILED JUNE 4. 1915.

Patented A11 22, 1916.

EnNEs'r RICHARD ROYSTQN, or LoNDoN, ENGLAND.

NAVIGABLE vEssnL.

Specification of Letters Patent.

Patented Aug. 22, ieie.

Application filed June 4, 1915. Serial No. 32,247.

To all whom it may concern:

Be it known that I, ERNEST RICHARD RoYsToN, a subject of the King of. England, residing at Donington House, Norfolk street, Strand, London, inthe county of Middlesex, England, have invented new anduseful 1111- provements in' and Connected with Navigable Vessels, of which the followingis a specification. V

This invention has reference to navigable vesesls, and more particularly sailing boats or yachts; and it has primarily for its ob ect and effect to provide improvements in them by which their sailing speed shall be increased.

According to this invention a boat is constructed or provided locally at the bow portion, from a point at, or somewhat below the normal water line, up to the gunwale, or near same, that is, the portion which 1s struck by waves, or which strikes and presses on the water in the ship rising and falling, due to the action of waves with a pneumatic or spring structure which is capable of being freely locally indented, and subsequently rexpanded to its normal condlt on; and the outside surface of this elasticand resilient structure is practically flush with the general contour of thevessels surface; and furthermore, this structure is placed within recessed or'chambered out portions of the .ships main rigid hull portion, to which it is applied, so that the outer surface or skin of this pneumatic or spring structure, whether completely smooth or slightly corrugated or waved, is, as stated, atthe outside of it, flush with the general contour of the ship.

In a boat or ship so constructed, when struck by waves, or striking or pressing on the water, the resistance of the waves or water to theprogressof the craft is not so great as it otherwisewould be and is, that is to say, in the case of a boat sailing against the wind, or with a beam wind, 1n a choppy or more or less heavy sea, the impact be tween the bow of the boat, and the sea, is rendered less than were the bow rigid, as at present; and so thestopping. or impeding force-of the waves or sea, due to their motion, and the movement. of the boat, is reduced, and the speed of the boat correspondingly increased. i

In effect, by theinteraction of the sea and the boat, the elastic and compressible bow is first compressed, and the force of impact lessened; and when it lifts from the sea, or thesea' leaves it, the elastic bow expands, and resumes its normal condition and size without causing a corresponding reaction, counter to progress.

The preferred construction and arrange- Inentofthe elastic bows is a pnuematic one, whereln. the outer part is a tubular chambered, or l ke structure, made, say, of canvas and rubber, more or less similar to that of a pneumatic tire, or air cushion or bed, with a plurality of tubes or ways, which are filled with air, arranged fore and aft, the divisions between which, are connected at their inner edges tothe metal or other framing or plating which would lie within the pneumatic structure, from. the gunwale to below the water level, or to or near it.

In the drawings in which the invention is illustrated, and in connection with which it will be further described, this special construction is shown in Figures 1, 2, 3 and 4. Thesefiguresrepresent in their order, a bow of a yacht showing by the shaded part, the area of the pneumatic structure, a transverse section through the bow or forward portion, and the transverse sections showing details of the pneumatic structure. Fig. 5 shows a section or modification wherein elastic and resilient'effects referred to are obtained by. metallic springs.

Referring now to Figs. 1 to 4, the pneumatic structure area is shown by the shaded portion marked 1; and this as indicated extendsfore and aft from the stem, or near it, to a point at or near the beam; but it may be extendeda less distance; or it may extend a greater distance, such as from or near the stem to the stern, or with an intervening portion of the usual rigid construction between the bow and stern pneumatic portions.

The skin of the ship proper is marked 2, and in the case shown in Fig. 2, it extends down from the gunwale on the outside for a certain distance, and then is carried inward; and for thefdepth ofthe pneumatic structure this inward portion extends, and it is again carried, outward near the bottom of the -ship atthe center; and in the recess portion: thus formed by this indenting of the ships plating and framing, the pneumatic portiongenerally designated 3-is disposed and held. The outside surface, however, of the ship at this pneumatic part, is even, and flush withthe surfaceof the main plating 2, the pneumatic portion being provided at its outer surface with rubbered canvas or like textile sheeting 4,, which forms the outer skin. V

The pneumatic structure between the skin or sheeting 4, and the plating 2 (of whatever material this may be made), consists oftextile envelops 5, within which pneumatic rubber or rubber and canvas inflating tubes 6 are disposed; and a part of these textile envelops 5, is carried down inward toward the plating 2, so as to form divisions between the pneumatic tubes 6; and at these parts the inner edges of the envelops are fitted with thin metal grooved continuous bars or splines 7 (suitably riveted or otherwise fastened on the edges of the textile envelops), having threaded rods 8, spaced at suitable intervals, and extending through the plating 2, and fastened by hand nuts 9; by the screwing up of which the required adjustment of the pneumatic part can be eflected. Metal and rubber or like washers 10 and 11, respectively, are disposed between the nuts 9 and the plating 2, to make a water tight joint.

The width of the pneumatic portion will vary with diflerent sizes of boats; the maximum probably being from 10 to 12 inches, with an average of about 4 or 5 inches.

In the case shown, the textile envelops or supports are formed in separate parts for each tube, and stitched together at the portions forming the divisions, as shown by the drawing; but if desired these envelops may be made of continuous textile sheeting, being folded at the part that fits within the holding or securing bars or splines 7. The envelops or holders 5 may also at their crowns be secured by stitching to the skin sheeting 4 where they come in contact with it, as indicated by the drawing.

The triangular spaces which are formed between the crowns of the adjacent envelops and tubes 5, 6 are furnished with a filling 12, so that the portions of the flexible skin 4 which lie between the points of contact of the crowns and itself, are supported from within, so that the whole of the interior of the skin 4 will be equally supported from within, against the pressure of the water from without.

In Fig. 3, this lower triangular filling 12 j is in the form of a pneumatic tube, which will be inflated through a suitable inflating device, say inserted at one end in it, and

passing through the plating 2 at the end of the recess for the pneumatic structure, so that it can be filled at this end or ends; or, the tubes 5 and 12 might be connected by a short communicating tube, and the airsupplied to the tubes 12 in this way. 7

The upper triangular filling 12 in Fig. 3 is shown in solid form, and will consist of cork filled into bags, or in other flexible form, or of rubber sponge or the like.

The tubes 6 W111 be filled with air under suitable pressure, which will be low in comparison to that used in self-propelled vetem of pipes 14, through which compressed air will be supplied from a cylinder'containing it under compression, or by a pump.

Hand holes and doors 15 will beprovided in the plating 2 at suitable points, so that hicle pneumatic tires, as the whole area of the tubes 6, and the interior of the pneumatic structure can be got at, and the tubes introduced and taken out as and when required.

A mode of connection of the flexible skin 4, with the rigid skin 2 of the ship, is shown in Fig. 4. It consists in providing a slight recess in the skin 2, in which the edges of the skin 4 lie, and gripping the edges between a clamping plate 16, and the skin 2; the clamping being 'eliected by bolts and nuts as shown; thus producing a practically flush and smooth outer skin surface of the ships side generally.

In the modification of the flexible and re silient structure shown in Fig. 5, metal springs 20 are used in lieu ofthe pneumatic structure; and these are introduced between the outer plating 4, which say is of thin metal of a flexible character, and the skin 2.

In the case shown, the springs 20 are of spiral form, and extend between the plating 2 and cupped disks 21, which rest-on, and

are held in position on the plating 2 by pins 22 thereon; and the outward limit of extension and pressure of the springs 20.is-'governed by cords, chain, or the like, 23, connecting the disks 21 with the holding bolts 8, secured by hand nuts 9, similarly to the bolts described with reference to Fig. 3.. In-

lieu, however, of spiral springs being used, the coach type of spring, .or other suitable kinds of metal or rubber or air balls, or the like, may be employed. i

In the case shown, in Fig. 5, a slight recess or groove 24 is employed in theedge of theplating or fiexible'sheeting 4, to better allow of the bending inw the plate when in'use.

In the pneumatic structure shownin Fig. 3, the casing 5, and skin 4, are built up or connected, so that all theseveral parts-are in one piece or structure; but if desired, the

outer skin portion 4 may be separate from ard and outward of theenvelop 5, and as' regards this pneumatic structure it isonly an example,cwhich is convenient and advantageous; and-alternaiso tive structures, such as the air cushion or air bed type of pneumatic inflatable appliances may be employed as the pneumatic portions of the ships structure.

In the case shown, the outer surface or skin of the pneumatic structure is smooth and of the general contour of the portion of the ship to which it is. applied; but if desired, it may have slight corrugations or waves, namely, at the parts where the tubes 6 bear on the skin 4 the ridges of the corrugations may exist; while at the spaces between these parts or lines, the recesses'or shallow troughs will exist. The actual outside surface of the skin 4 should be rubber, so as to have as low a skin friction in water as possible.

The tubes 6 may be in continuous form for the length of the pneumatic portion 1 (see Fig. 1), and they would lie preferably longitudinally or in the direction of length of this pneumatic portion; or the tubes may be in the form of short lengths, disconnected or interconnected as desired.

The air under pressure in some of the tubes, may, if desired, be maintained at a higher pressure than others. For instance the tubes subjected to the greater hydrostatic pressure, due to the depth of immersion, may be charged internally under a greater pressure than those subjected to a less one.

In some cases the air compressed by the force of impact or pressure, between the sea and the boat, is adapted to assist in propelling the boat; and this is accomplished by employing the pneumatic structure or system abaft the beam, and also in some cases at the stern, and connecting the pneumatic system at the bow and stern, or having them continuous or inter-connected, so that the compression of the bow portion causes the stern and after beam portions to expand, and produce a forward propulsion effect. In such a case where, at the after part of the boat, a pneumatic structure is used, and serves this purpose, this part or the outer portion of it, may consist of rubber, without textile fabric, so that it will expand to a greater extent when pressed outward by the compressed air within, and therefore be more potent in its re-active propulsive effect.

If desired, instead of the pneumatic structure being in one piece, as in the case shown in the drawing, it may be made in two or more parts, divided off from one another in a horizontal or vertical direction, or both, but practically continuous so far as the outside is concerned; and the outside of Copies of this patent may be obtained for the structure may be protected by metal bars extending across the skin 4:, and fastened to the rigid skin 2, and disposed at required distances apart.

What is claimed is:

1. A yacht or boat of rigid construction having locally at its bow portion on the rigid structure, a pneumatic structure adapted to be indented or pressed inward locally, as Well as generally, by pressure due to the action of the sea or water, and normally pressed outward by air under pressure, the air being contained in closed india rubber tubes or bags between the outer locally flexible and resilient sheeting or sheathing and the rigid structure of the ship; substantially as described.

2. A yacht or boat of rigid construction having an elastic or flexible structure adapted to be indented locally, as well as generally, by the pressure of the sea or water, and resilient from within, and placed within recessed portions of the main rigid struc ture of the ship, so that the elastic or resilient portion does not project substantially beyond the general contour and surface of the rest of the rigid portion of the ship, which portions are of normal or the usual rigid kind; substantially as described.

3. A yacht or boat having a pneumatic elastic and resilient portion on the outside of the rigid portion comprising a plurality of air containing tubes or bags, and a flexible skin outside the said tubes or bags; the rigid normal structure of the hull of the ship being on the inside of the said tubes or bags, and the outside skin being held and secured to the inside portion or structure at a multiplicity of points, so that the tubes or bags are retained under pressure without extending the outer skin beyond the general curvature or contour of the ships surface, and flush with the ships surface; substantially as described.

4. A ship or yacht having at its bow portion from a point below the gunwale to a point on each side of the keel, a recess filled with an elastic and resilient medium, and having on the outside of same a locally indentable skin or sheath, pressed outward by the said medium, and practically flush with the general contour of the other por tions of the ship; substantially as described.

In testimony whereof I have signed my name to this specification in the presence of two subscribing witnesses.

ERNEST RICHARD ROYSTON.

Witnesses:

SOMERVILLE GooDALL, FRANK E. FLEETWOOD.

five cents each, by addressing the Commissioner of Patents, Washington, D. 0. 

